Flying-machine or aeroplane.



FIP83U1 Patented Apr. 22, 1913.

6 SHEETS-SHEET 1.

wwwm [aw/7J0 m W A 3 Mai/W.

Z44. AIZKUNAUIIUD Fm; @gggggmm E. PUPIN.

FLYING MACHINE 0R AEROPLANE.

APPLICATION FILED NOV. 21, 1910.

1 ,O59,905, Patented Apr. 22, 1913.

6 SHEETS-SHEET 2.

WWW

COLUMBIA FLANOORAPH CO" WMHINU TDN- D. C

244. AERONAUTICS j mm'iasmaa E. PUPIN.

FLYING MACHINE OR AEROPLANE.

APPLIOATIQN FILED NOV. 21. 1910.

1,059,905, Patented Apr. 22, 1913.

6 SHEETS-SHEET 3.

Z44- HIZHUNHU l IUD E. PUPIN.

Patented Apr. 22, 1913.

6 SHEETS-SHEET 4.

[fir/imam fm/en Z'or mm M 7 jam;

E. PUPIN.

FLYING MACHINE OR AEROPLANE.

APPLICATION FILED NOV. 21, 1910.

1,059,905, Patented Apr. 22, 1913.

6 SHEETS-SHEET 6. 22 .9.

COLUMBIA PLANOGRAPH cu WASHINGTON, n. c.

Z44- AIZHUNAUHUS WE GHZQHQH E. PUPIN. FLYING MACHINE OR AEROPLAN'E;

APPLIOATION FILED NOV. 21, 1910.

Patented Apr. 22, 1913.

6 SHEETS-SHEET 6.

COLUMBIA PLANOGRAPH 130.. WASHINGTON, D. c.

Z44. AtHUNAUIIUS UNITED STATES EMILE PUPIN, 0F

PATENT OFFICE.

LONDON, ENGLAND.

FLYING-MACHINE 0R AEROPLANE.

Specification of Letters Patent.

Patented Apr. 22, 1913.

To all whom it may concern:

Be it known that I, EMILE PUPIN, citizen of the Republic of France, andresiding at 185 \Vardour street, London, W., England, have inventedcertain new and useful Improvements in and Relating to Flying-Machinesor Aeroplanes, of which the following is a specification.

This invention has for its chief object to render flying machines oraeroplanes more stable in flight. To this end, the planes, of whichthere are three or more and each of which is preferably composed of apair of wings, are arranged on two or more different levels, and meansare provided for altering their angle of incidence during flight andbefore flight. By arranging the planes on different levels, they bear ondifferent layers of air and sustain the flying machine or aeroplane andprevent it coming to the ground more quickly than it is intended to do.The purpose of varying the angle of incidence of the planes duringflight is to obtain speeds corresponding to resistance. The angle ofincidence of the planes must always be dependent upon (a) weight (Z2)resistance (0) force of propulsion. Naturally after the machine has beenflying for several hours and the weight changes, the angle of incidenceof the planes must be altered. There is also a difference in the angleof incidence of the planes in ascending and descending. By making theangle of incidence of the planes variable before flight they can, ifnecessary, each be set to different inclinations so as to place theflying machine or aeroplane under the most favorable conditions as tostability or balance, I provide a keel which is separate from thesupporting planes and arranged so that it can be twisted, therebyaltering the center of gravity or balance of the flying machine oraeroplane and assisting in stabilizing the same.

In order that this invention may be clearly understood and readilycarried into effect, I will proceed to describe the same with referenceto the accompanying drawings, wherein Figure 1 is a side elevation of anaeroplane constructed according to this invention; and Fig. 2 is a planof one half of Fig. 1, the other half being the same.. Fig. 3 shows infront view the method of mounting the wings. Fig. 4 is a side View ofpart of Fig. 3. Fig. 5 shows a detail of Fig. 3. Fig. 6

is a section partly in elevation of mechanism used in operating thewings. Fig. 7 is a side view of one of the wings. Fig. 8 shows in frontview a steadying or balancing plane and its connections. Fig. 9 showsdiagrammatically the steadying or balancing plane in side and edge view.Fig. 10 is a similar view to Fig. 9 but shows the plane twisted fromboth ends. Fig. 11 is a plan of Fig. 10. Figs. 12 and 13 show side viewand plan of an auxiliary plane. Fig. 14 shows side view and planrespectively of the engine radiator; and Fig. 15 shows the method ofmounting the landing wheels.

Referring to the drawings, I provide the aeroplane with (preferably)three bearing planes, constructed in halves, hereinafter termed wingsand shown at a, a, Figs. 1 and 2. Each wing is attached to a bracket a,see also Figs. 3 and 4, which carries a lower arm a and an upper arm (LThe wings are supported by wires on as usual. The brackets to which thewings are attached are detachably mounted on tubes 72, 6, Figs. 1, 2 and3, which extend across the aeroplane and, as will be well understood,carry a wing at each end, these wings being attached to one another bywires (1 a The tubes I) are mounted in bearings c, a, one of which isshown in detail in Fig. 5. These bearings are formed in halves securedtogether by bolts 0, 0, and they are clamped on to the top tube of themain frame (2 which passes through the hole 0 and are capable of beingswung on said top tube so as to raise or lower the wings. In Fig. 5 thebearing is shown in broken lines swung downward. The bearings 0, a,being easily removable, can be clamped to any convenient part of themain frame cl, so that the wings can be readily placed in the bestposition, horizontally or vertically, for stability of the aeroplane,and for preventing the aeroplane tilting backward, downward, orsidewise, as the center of pressure can be readily adjusted. The wingsare readily detachable by being drawn off the ends of the tubes 7), b,so that they can be easily dismantled from the aeroplane andinterchanged. I may employ any convenient number of wings, but I preferthree arranged on each side of the aeroplane as shown in Figs. 1 and 2.The front and rear wings are on the same level, while the middle one islower. The object of this is to enable each plane to rest on a layer ofair which is undisturbed, or practically so, by

the other planes, the rear plane, although on the same level as thefront plane, being too far back to be affected by the latter plane.Variable or adjustable incidence of the planes and variability oradjustability of their center of buoyancy, whereby the aeroplane can bemade to very quickly rise and the resistance to advance is reduced, isobtained as follows, reference being had to Figs. 1, 2 and 6: e is ahand-wheel, connected by means of a tube a, to a bevel pinion e whichgears with a bevel pinion e fixed on a shaft 62* mounted in bearings onthe main frame cl. On each end of the shaft 6 is mounted a drum 6whereon is wound a cable 7" which is connected to the arms a of thewingsat a point a, the cable being passed over pulleys g, 9 arranged on themain frame d. It is to be understood that there is a cable 7 at eachside of the main frame, namely, one for each set of wings. Each of thecables is provided with strainers or tension devices, 6, 9., right andleft handed screw unions f so that one or more of the wings can beadjusted to advance or retard before flight. Within the tube 6 (Fig. 6)is arranged a rod 6 to the upper end of which is fixed a wheel 6 itslower end being adapted to enter recesses 6 formed in the boss of thebevel pinion 6 A spring a surrounds the upper end of the rod 6 and itbears at its ends on the bosses of the wheels 6 and 6 respectively, itsfunction being to normally retain the lower end of the rod 6 locked inone of the recesses e When it is desired to alter the angle of incidenceof the wings, the wheel 6 is drawn upward by the operators hands intothe position shown in broken lines, whereby the rod 0 is drawn upwardclear of the recesses 6 thereby a1- lowing the wheel 6 and also thebevel pinions e and e and drums at the ends of the shaft 0 tobe turnedand so causing the cables to operate all the wings simultaneously. Whenthe incidence of the wings has been adjusted, the wheel 6 is released,and the rod 6 is forced into one of the recesses a under the pressure ofthe spring 6 and so the mechanism for altering the incidence of thewings is locked. Obviously, the wings may be controlled by other means,for instance, a toothed-pinion and rack, screws, universal joints, orworm and worm-wheel.

Referring now to the construction of the wings, this is preferably asshown in Fig. 7

' wherein a lower framework h of wood is lower framework is forcedupward by the air pressure, and, the rear end of the upperframework,being of a yielding nature, slides thereon, so that the rearend of both the upper and lower framework assumes the position shown inbroken lines. This fiexbility of the rear portion of the wings assistsflight and tends to counteract the formation of a vacuum above thewings.

I effect the steering and steadying or balancing operations separatelyor together by the feet as follows, reference being had to Figs. 1, 2, 8and 9: The rudder, shown at j (Figs. 1 and 2) is connected to the endsof a bar is by means of a cable j arranged at each side of theaeroplane, one cable only being shown in Figs. 1 and 2. The steadying orbalancing plane or keel stabilizator (hereinafter termed the keel thepurpose of which is to regulate the center of gravity in order to obtainbalance, is shown at Z and normally stands upright on the aeroplane, itslower edge being suitably pivoted on the main plane d, at about a levelwith the top tube thereof, by means of pivots arranged at its ends, oneof these pivots being shown at Z, Fig. 8. The keel may also be supportedat about the middle point of its lower edge, if desired. The shape ofthe keel is clearly shown in Fig. 9. The rear part of the keel is fixed,and its front edge is provided with a downwardly directed arm Z to thelower end of which are attached cables Z Z passing over pulleys Z Zwhich are hung on the main frame, the cables being connected with theends of the bar Z2. The latter is mounted, by means of a ball and socketjoint provided at its center on the main frame. The operator sits 011the seat m (Fig. 1 and 2) and in order to operate the rudder he movesthe bar horizontally or thereabout with his feet, but in order tooperate the keel Z he moves the bar vertically or thereabout with hisfeet, so as to move it in the opposite direction to that in which theaeroplane inclines. If desired, however, the operator can work both therudder and keel simultaneously by a combined horizontal and verticalmovement of the bar 70. The keel, by being moved as clescribed, rightsthe aeroplane, and its front portion is moved or twisted toward one sideor the other of the aeroplane into some such position as that shown inbroken lines in Fig. 1 and the upper portion of Fig. 8. The broken linesshown crossing one another in Fig. 8 indicate the position occupied bythe front portion of the keel and by the arm Z when swung on oppositesides of its central position. Sometimes, however, in accordance withthis invention, the keel is operated from both ends, for which purposeit is pro vided with an arm such as Z at each end connected up with thebar 70 through the medium of cables and pulleys as above de scribedexcepting that cables which operate 244. AtHUNAu I loo the rear of thekeel are arranged to pull oppositely to the cables which operate thefront of the keel. Thus, when the bar is connected up to both the frontand rear ends of the keel and the latter is operated thereby, the keelassumes the shape shown in Figs. 10 and 11 in which the horizontal linesrepresent the bottom edge of the keel. The keel is connected to the mainframe of the aeroplane by means of wires Z, Z and helical springs Z Z,in order that any slackness of the cables by which it is operated may becounteracted. The keel may be actuated through the medium of ahand-wheel, lever or the like, by hand without the use of the rod is.The keel may be used for steering if desired, for which purpose it wouldbe placed at a suitable part of the aeroplane and its rear portion wouldbe arranged to swing laterally so as to constitute a rudder. The bar 70may be guided at its ends in guides attached to the main frame of theaeroplane.

The aeroplane may, if desired, be provided with more than one keeloperated as above described. The keel or keels may be placed in anysuitable position on the aeroplane.

The propellers n, n, shown in Figs. 1 and 2, are arranged one at eachside of the aeroplane, and at a distance therefrom so as to be wellremoved from the center of gravity, and they are conveniently arrangedat the level shown in Fig. 1 so as not to unduly disturb the air in thevicinity of the planes. The propellers are driven by means of chains oneof which is shown at 0, connected with spur wheel 7), p, which arearranged in a casing 32 and are driven through a suitable shaft (notshown) from the engine g. The propellers are geared up so that theirupper portions move away from one another. The axles n on which thepropellers are arranged are supported in ball bearings which are mountedeccentrically, (after the fashion of the well known eccentricallymounted bearings of the chain-Wheel of tandem bicycles) in order thatthe tension of the chains 0 may be adjusted. The arms 07?, 02 on whichthe propellers are mounted, are made readily detachable from the mainframe of the aeroplane, so that the position of the propellers can beadjusted to suit requirements.

Between each pair of oppositely disposed wings may be arranged auxiliarysurfaces of the construction shown in Figs. 12 and 13, of which theforward part a" is rigid, its frame being composed of wood and lightmetal, and the rear part 7'' being flexible and unframed. The rear endof the forward part 1' is furnished with a flap 1' which is placed overthe tube 6 which connects the wings to one another, and is then securedto the rear part 1" by means of laces 1. The front edge of the auxiliarysurface is provided with hollow extensions 1", 0 which are adapted toreceive the contiguous corners of the front edges of the wings, so thatthe front edges of the auxiliary surfaces 1", 7* and the planes aresubstantially in line with one another. The back edge of the auxiliarysurface is intended to be laced through holes r W, to some suitable partof the main frame of the aeroplane. It will thus be seen that theforward part 0 moves with the wings to which it is attached. Theauxiliary surfaces are readily detachable by undoing the laces abovereferred to and drawing the hollow extensions 1 T off the contiguouscorners of the wings.

Auxiliary surfaces such as 1", 1", may be arranged at any other suitablepart of the aeroplane. These auxlllary surfaces give improved support tothe aeroplane, do not ofier much friction in flight, and assist inlanding the aeroplane safely on the ground. The position of the engine 9is adjustable so that it can be easily placed in the best position onthe aeroplane.

The petrol tank 8 (Figs. 1 and 2) is as usual. The engine radiator t isof the shape and arranged on the aeroplane as shown in Figs. 1 and 2, sothat it can be utilized as a plane for the purpose of assisting tosupport the aeroplane. The radiator which is in the form of an unbrokensurface, shown in Fig. 14, consists of a number of curved tubes t, tarranged close together side by side, these tubes being preferably ofoblong section horizontally. The radiator may, however, consist ofsheets of corrugated metal arranged face to face and suitably securedtogether so as to allow passage of the water between them. For thispurpose, the corrugations may be arranged so that they are opposed toone another, thereby forming a tubular radiator, or so that they fitinto one another, a water passage, however, being left between thesheets. Sometimes, however, I make the radiator in the form of a pipebent back upon itself several times, so as to comprise lengths of pipelying side by side, and I may inclose the same between sheets of metal.

As shown in Figs. 1 and 15 the usual front wheels u on which theaeroplane lands have their axles o pivoted in arms w which are hinged atw to the usual skids m. The axles are connected by means of a rope y andtension device y to a suitable shockabsorber z The arm w, which carriesthe usual back wheel 2, has an extension 'w between which and the mainframe of the aeroplane the shock-absorber l is secured.

The main frame of the aeroplane is made of steel tubing and the usualwires for stiffening the same are passed through holes formed in themain frame, these holes being lined with soft metal so asto reduce the wausm;

jar or shock, and so minimize the risk of the stifiening wires breaking.

I claim:

1. In an aeroplane, means for imparting stability thereto comprisingthree or more supporting planes arranged on two or more diiferentlevels, a keel separate from the sup porting planes, means for twistingthe keel, a rudder, and foot-actuated means connected to the keel andthe rudder whereby the keel can be twisted and the rudder turned eitherat the same time or at different times.

2. In an aeroplane, means for imparting stability thereto comprisingthree or more supporting planes arranged on two or more differentlevels, a keel separate from the supporting planes, means for twistingthe keel, cables connecting all the said wings together, means foraltering the angle of incidence of the wings during flight through themedia of said cables, and means such as f for altering the angle ofincidence of one or more of the wings beforefiight.

In Witness whereof I have hereunto set my hand in the presence of twoWitnesses.

EMILE PUPIN.

Witnesses:

GEORGES HERMoNs, JULES NESSGAS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

